Jack_C

Hey Chris. On an RNP approach I wold try and use flaps to slow myself down if needed. On an RNP approach we HAVE to be in VNAV PATH but a fixed point on the approach so its vital to be set up and ready vertically before you begin the approach. But all said and done I would use speedbrakes if I had to. Dont get me wrong, i am not saying never use speedbrakes but just pointing out there is other ways of getting set up without having to resort to speedbrakes.

A lot higher chance of overspeeding the aircraft if you arent paying attention.

In 5 years, I have never been asked to maintain 320 on a descent. 300? Yes. As for 190 to the FAF? Simple. Tell them unable. I have done 180 though BUT you dont actually wait until RIGHT at the FAF to reduce the speedon the MCP window.i would start doing it at 1-1.5 miles from the FAF. first the general rule is, if ATC gives you a speed restriction, its +/- 10kts. So starting a reduction in speed a mile back from the FAF is acceptable. Secondly if that couple kts makes THAT much difference for spacing, ATC obviously messed up and is looking for the pilot to cover their butt. Now did I read this correct but did someone say they held 230 knots until 2 dme? 2 dme from the airport? Just one comment, are you crazy? Lol. I got about 4000 hrs in king airs, including 1900s, and would have never tried that. Turboprops can slow down quick but not THAT quick.....safely. If memory serves me correct, manops here in Canada state ATC can not give instructions to maintain a speed higher than 160 kts to FAF for turboprops and 180 for jets. Now DONT quote me on those exact numbers but I am sure the FAA would have similar type rules.

Dont forget, if its IMC, you dont set 0 on the mcp. You have to set MDA (rounded off to the next highest 100 foot altitude).

No NADP 1 can be used with LVL CHG. With a nadp 1, at 1500 feet the fmc will select a climb thrust, flap retraction doesnt take place untill 3000 feet. A NADP2, the flap rettractn begins at 1000 feet.

Lol thats exactly what my friend said and the funny thing is I always say Zed!

No, i just use past experience on the airplane. After a while you know where to ballpark it. But sometimes the first try might not work so I might have to reopen the SPD INTV window and try again but usually it works our. Nope, no altitude restrictions for going fast in normal operations EXCEPT ones imposed by ATC or chart depicted restrictions. We dont use vnav below 3000 feet at our company so up to 3000 feet we use LVL CHG. On the other video I demonstrated a NADP 2. Is a NADP 1 what you are wondering about?

http://vimeo.com/27688233

This is a simple process. 1) determine if you can attain the new cruise altiude by going to CRZ page and cecking the OPTIMUM crz level. Some companies have different criteria for this. In THIS example lets just say the OPTIMUM sys 360. 2) dial 360 on the mcp altitude window3) on cruise page enter 360 in top left LSK and EXECute it.4) plane should start climbing. THATS IT. 5) the pressurization panel is reset to 360. It has NOTHING to do with step climb other than adjusting the differential/ cabin altitude

In this case I usually just put the lower altitude in the MCP window then engage ALT INTV. IF ATC wants you to descend WAY WAY before the T/D then use 500 FPM on V/S since ALT INTV commands 1000 FPM. Yeah thats ABOUT right.

Have seen it in the real plane yep. It usually isn't a SUSTAINED 5000 fpm tho.

Hey Tamati. Go to your options menu on the CDU. I think its in systems or something. You will see somewhere where its WINGS LEVEL/ HDG SEL. Use HDG SEL and your heading select will not disappear

Passengers wouldn't know the difference. Sure the difference between 257 kts and 310 might seem like a lot BUT the ANGLE might only be a coupke degrees.

Hey Kenneth. I didn't even think about timing it so thanks for doing that! Ben Cap, 5 years now on the NG.

AND I babble too!

Hey all. Here is another demo video. First it starts off by demonstrating a NADP2 departure. The second part is to show you that you do not really need speedbrakes to get back in the game. The third part is demonstrating the autobrake and how well PMDG simulated it and its accuracy. If you take a look at the deceleration distance formula: 1/2 X (speed in feet per second) X (time to decelerate to 0). So in my case my Vref speed is 142 which is a 240 feet per minute rate of speed. The autobrake 3 setting decelerates the 737 at a rate of 7 feet per second. So the time to decelerate to 0 is approximately 34 seconds. So.... 1/2 X 240 X 34 = 4080 feet. So as soon as the wheels touch down and braking begins it should take 4080 feet to stop. I touched down 1500 feet down the runway so you have to add this to the 4080 feet. So that is about 5600. After doing the calculations you can see on this chart where I stopped and where I SHOULD have stopped. There is a difference of maybe 2-300 feet. Damn fine job PMDG! http://vimeo.com/27673259

Yes I am seeing this too. Have you guys used that variation fix that is posted. it SEEMS (not sure) that it was fine before this patch.

When I was trying to help EV on the engines acceleration he described a bit of the give and take with fsx. Beyond my scope! When I first got the NGX one of the VERY first things I did was time the engine acceleration. In the real plane it was 8 seconds from idle to 40%. On the NGX it was EXACTLY 8 seconds. I was thinking "This is gonna be good". What I did notice was the acceleration after that was a bit slow. In the end what happened was EV got the 40%+ acceleration WAY better BUT he had to give up a second or so in order to get the higher end of the acceleration more accurate. It was a more than fair trade. Who really is going to notice a second anyway?

Hey Bob. Just finishing another video now. I would like to know why this is doing this to you. If you ever want to try teamviewer than we can do that if you like

With all due respect, your data is wrong. I timed the acceleration rate with a stopwatch on the real ng. I will take that data over your youtube anytime. I take offence to your "not caring about detail" comment. Ask EV how nit picky I was about some of this stuff. The N1 dies NOT quickly accelerate after 30% N1 by the way.

Still on the road!

And if you damage the dvd it comes on in the boxed version?

Just go to RTE page 1 and type in the name of the airport and place it in 1R LSK

That means you have your engine anti ice on above that temp. Turn it off.

I did it just to get a quicker response of the auto throttle reducing to idle, thats all.